Internal-combustion engine.



. J. METZ.

:NTERNAL comuslow ENGINE. Y APPLICATION NLE() FEB. 1917- y 1,266,033. Patented May 14, w18.

` A. 1. MUZ. INTERNAL COMBUSTIGN ENGINE.

APPLICATION FILED FEB. A7. 1917.

3.2669933.v Patented May14,1918.

A 4 SHEES-A-SHEE 2.

A. 1. MHZ.

INTERNALCOMBUSTION ENGINE.

APPLCATION man FEBa 1911.

Patented May 14, 1918.

4 SHEEIS-SHEE 4.

TinrTan sTaTTis raTariT eiserne.-

ANTHONY J' METZ, OF DES MOINES, IGW.

NTERNAL-COMBUSTION ENGNE.

Application led February 7, 191?. Serial No. 17,23S.

To all whom t may concern:

Be it known that l, ANTHONY J. METZ, a citizen ot' the United States, and resident of Des Moines, in the county of Polk and State of Iowa, have invented a certain new- Aifurther object is to provide an engine oi the kind mentioned, having the cam shafts arranged above the crank case and having parts so arranged that ready access may be had thereto.

A further object is to provide in such an engine suitable and etiicient means for oiling the valve operating mechanism.

`With these and other objects in view, my invention consists in the construction, arrangement and combination of the various parts of the device, whereby the objects contemplated are attained, as hereinafter more fully set forth, pointed out in my claims,

and illustrated in the accompanying drawy ings, in which Figure 1 shows a side elevation of an en.-

gine embodying my invention, the upper portion of the casing wall being removed.

Fig. 2 shows an end elevation of the same,

illustrating the arrangement of part of the hollow pipes.

Fig. 3 shows a transverse, vertical, sectional view through my improved engine.

Fig. 4 shows an enlarged, sectional, de-

tail view of part of the engine shown in Fig. 3. l Fig. 5 shows a sectional view taken on the line 5 5 of Fig. 3.

F ig. 6 shows .i sectional View taken on th line 6-6 of Fig. 4, and

Fig. 7 shows a vertical, sectional view` through the oil pump.

I have illustrated in the accompanying drawings a four cylinder engine. In the illustration of my invention shown inthe accompanying drawings, I have used the reference numeral l0 to indicate generallyV the crank case of the engine. At the upper end of the crank case 10, at the sides thereof, are overhanging fianges l1. Above the case are four cylinders 12, having at their lower ends the flanges 13 resting on the flanges 11.

Between the successive cylinders are doWnwardly extendin, transverse reinforcing ribs 14. 0n eachside/of the cylinders 'is the water jacket 15.

In the cylinders are the pistons 16 pivoted to the piston rods 17, which piston rods are suitably connected. with the crank' shaft 1S.

Spaced laterally from the cylinders, on.

each side thereof, are removable casing mem-I bers 19 which are bolted on the engine so as to be quickly and easily removed for al- 'lowing access to the valve operatin mechanism hereinafter more fully descri ed.

Above the cylinders is the engine head 20 having the water jacket members 21 and 22. Above each cylinder in the head is an open space 23.

Arranged at the upper ends of the cylinders on opposite sides thereof, substantially at 45 degree angles with' relation to the cylinders, are the ake valve stems 24 and the exhaust valve stems 25, traveling in suitable bearings 25.

The open space 23 extends upwardly and laterally from each side of each cylinder, as clearly shown in Figs. 3 and 4. The space 23 in the lower wall of the engine head below the space 23 on each side of the cylinder is provided with two valve ports 27, above which are formed valve seats 28 for the valves 29. The valve ports 27 communicate on the intake side of the intake ports 30, and on the exhaust side of the exhaust ports 31.

There are two exhaust valves and two intake valves for each cylinder. Above 011e intake valve for each cylinder a spark plug 32 is screwed into the engine head, and above the other intake valve of the same cylinder afplug is screwed into the engine head i`n such a way as to be readily removable for permitting access to the valves.

Similarly above one exhaust valveofeach cylinder there 1s a screw plug y33, andabove the-casing members 19 are the end ACasing' walls 36.

'Mounted in suitable bearings, on opposite sides of the cylinfilers 12 are hollow cam shafts 37 on which are cams 38. The cam' Specicationof Letters Patent. Patented May d, 1918.

and the cams 38 are provided with 3'.) Fig. 6),'leading from the g of the shafts to tie outer surfaces shaft 3T is a shaft 40 is a lach sleeve l extending rocher arm l2 sith one of the cams 3S,

above each cam 1-0. Un each val ve stem is a collar il, near its uid lntrceen each collar lli-i and 1 bearing 2G is a coil spring are hollow, and the shafts 40 ll are provided Vith openings from the interior of the thereof and to the ed within the casing wall 19 just bethe engine head and adjacent to the '.lve f ind are oil pipes havo lt adapted to discharge oil on For supplying oil to the hollow shaft-s 3T -ti and to the pipes it?, the following hrs heen provided:

justbelow and in communicaie oil chamber 1G at the bottom i cascisan ordinary gear pump ie gears 50 and Une of the unted ou shaft provided 'ard proiection 53 "y to posit-ion a .-.iacent to one Y its @n the upper end of lV i in e ou is a worm gear in mesh with he worm 5S on said last mentioned cam l Leading from the pump 19 is an oil pipe OO which leads upwardly on the outside of the crank case at one end thereof, and has near its upper endhranch members Gl. The hollow cam shafts 37 are rotatably mounted in the end walls ll'. Covering the open ends of the shaft, 27 are suitable caps (S2, 'l`he ends l' the branch pipes 431 are screwed into the rapz-t 122 as to permit the flow of oil from the pipes Gl to the hollow shafts 37. lt will be obvious thatI tie sha 8T. rotate. 'lie shafts l0 which do not rotate, are supported by the Walls 36 but do not extend through said walls.

Extending upwardly from the upper end of the pipe (S0 is a pipe 63 having at its upper end branches 6l, the ends of which are screwed into the walls 3G and coininunicate with the shafts l0, as shown in Fig. S. Extending upwardly from the branch pipes Si are pipes which are screwed in to "the walls 3G and. communicate with the respective oil pipes 47. In addition to being supported by the end Walls 3G, the shafts 40 are supported in bearings 66 formed on plates 67 secured to the Walls of the water jackets l5. The Walls of the water jackets are provided with openings 68 for permitting the water to touch the plates 67 for assisting in cooling the shafts 40.

On the crank shaft 19 is a gear 69, shown by dotted lines in Fig. 3, in mesh with. a suitably supported gear 70, shown by dotted lines in the same figure. .On the cam shafts 37 are gears 71 which mesh with the gear 70. Meshing with one of the gears 71 is a magneto gear 72, shown by dotted lines in Fig. 3.

l will now describe the p actical operation of my improved engine, with special reference to some of the new features thereof, and incidentallyrefer to some of the advantages of my new construction.

In the operation of my improved engine, it will benoted that the cam shafts are locatetl,alic ve the crank case and are so arranged that by the removal of the casing members 19, ready access may be had to the cam shafts and also to the shafts 40 and the valve operating meehanisn-` This means that in an automobile of the ordinary type it is much easier to get at the valve operating mechanism than can be done with en,

gines commonly in use.

Special attention is called to the operation of the oiling system of my engine. The pump takes thc oil from the lower part of the gear easing and forces it to the shafts 37 and 40 and to the oil pipes 47. The oil passes into the shafts 37 and thence through the walls of said shafts and through the cams 38 for oiling the cam faces and also for oiling the faces on the arms 42 which engage the cam. Oil passes through the walls of the shafts 40 and through the sleeves Lll, for oiling the rocker arms and the shafts l0. Oil is spurted from the pipes 17 upon the bearings 2G in which the valve stems travel, and will naturally flow downwardly to the lower end of said valve stem bearings for properly oiling the valve stems.

1t will he noted also tl at the valve operating mechanism is extrerliely simple and direct.

One of the chief advantages of my iinproved engineflies in the location, arrangement and operation of the valves. It will be noted that the valve stems and the paths of travel of the valves are arranged at angles of substantially 45 degrees with relation to the plane'in which the longitudinal axes of the cylinders lie. On account of this arrangement, it will be noted that the path of travel of the incoming fuel gases and the path of travel of the outgoing exhaust gases are direct, as indicated by the arrows in Fig. Ll. Attention is also called in this con :incense nection, to the fact that when the valves are raised they are not in the direct path of the incoming, and particularly they are not in the direct path of the outgoing, gases, so that they become less heated than in ordinary forms or' construction.

My engine is particularly, devised as a high= speed engine, and for such an engine the arrangement of the valves herein set forth has an especial advantage. The exhaust gases travel almost in a straight line from the cylinders to the exhaust manifold, and the exhaust valves are so arranged as to be almost entirely out of the way of the escaping exhaust gases.l As a result, the exhaust gases may pass from the cylinder at a minimum speed. y

Owing to the fact that the gasesdo pass in a direct path rather than in a circuitous one from the cylinder, I have found it possible to, and do, time my intake valves so that they begin to open before the exhaust valves close, and this can be done without 'back pressure into the intake manifold. I thus secure higher eliiciency in my engine by aording a stra-ight path for the discharge of the exhaust gases, and therefore -avoid back pressure and reduce the friction of the passing gases, and thereby permitting their freest escape and at the same time increase the speed oi my engine by permitting the exhaust gases to pass more quickly from the cylinder' and by arranging the intake valves so that by the time the exhaust valves are closed the intake valves are fully opened and the intake charge is well started on its .Way into the cylinder. I find that by arranging the exhaust valves as shown in Fig. 4, Where they are largely out oit' the path of the outgoing exhaust gases, the valves do not carbonize or collect carbon deposits as in many other engines. Any. oil on the valve.-tends to drop toward the lower edge thereof, from which it is blown ed by the escaping gases.

The engine .head may be quickly and easily removed for permitting access to the valves.

It may be mentioned in this connection that owing to the ready passage of the exhaust gases away from the Cylinder, there is less tendency for my engine to heat than where the exhaust gases are forced. into a more circuitous path during their passage from the engine.

Attention is also called to the fact that have provided for each cylinder two intake ports controlled by valves, and two exhaust ports controlled by valves, for increasing the volume of gases which may be taken into or discharged from the cylinder in a given time, and for increasing the speed with which the fuel may-be fed to the cylinder or the exhaust gases discharged therefrom.

It will be noted that the valve stems are arranged to travel at substantially e5 defrom said cylinder gree angle with relation to the upright cylinder. This permits the insertion of the spark plugs and also the closure plugs 33 into the engine head in such a way as to permit ready access to the valves.

I, have not attempted to give any exhaustive description of the operation of my engine nor of the advantages of its construction, but I may say in summary that three of the principal advantagesl of my construction lie in the location of the valve operating mechanism alongside the cylinders andl above the crank case, whereby ready access to such mechanism may be had, and in the oiling system above described, and in the location and arrangement of the valves.

Some changes may be made in the construction and arrangement of the various parts or my improved engine, Without departing from the essential principles and purposes oi' :my/invention, and it is my intention to cover by the patent to be issued hereon, any modified forms of structure or use of mechanical equivalents `which may be f reasonably included Within the scope of my 90.

claims. v

l claim as my invention: i,

l. ln an engine, an upright cylinder, a water' jacket surrounding the sides ofsaid cylinder, a removable head above said cylinder having a water `jacket, casing members on opposite sides of said cylinder spaced from the water jacket, means for 'detachably connecting said casing members with said removable head, said head being formed to leave a space above the cylinder, and being formed with passages from said space extending laterally, whereby exhaust gases from said cylinder may pass from the cylinder through said spaces and passages, by making substantially a quarter turn, valve seats in said passages, valves adapted to coact with said seats having stems slidably mounted in said head, and means Within the compartments formed by said casing mem-v bers for actuating said valves.

2. in anengine, an upright cylinder,'a water g'acket surrounding the sides of said cylinder, a removable/head above said cylin` der having wate 1' jacket, easin members on opposite side 'i of said cylin er spaced from the water jacket, means for detachably connecting said casing members with said removable head, said head-being formed to leave a space above the cylinder, and being formed with passages from said space extending laterally, whereby exhaust gases may pass from the cylinder through said spaces and passages by making substantially e quarter turn, valve seats in said passages, valves adapted to coact with said seats having stems slidably mounted in said head, and means within the compartments formed by said casing members for aetuating'said valves, said means ernnprisine` (5mn el lower pei-tien el" the 1 on .'snid hier describe ennr nlnifrs, #nid firnrs re-- peetivel *wirh the vulve Steine,

3. ln :in engine, writer jznfhel Sarrrfnmding cylinder, n ienrrrfel'ile i en egfiwlrt cylinder, a sides ef Suid here Said cylinA members vr spaced detnelnrhly wii'h seid fOr-ined to und being der han. y en opper-,ire sides el. l'renr Ehe miler 'lreenneeting seid renievnhle heed, leave L Space ehe're The formed n'ilr tend Tete frein der threngh making; subie* l Ll. In an. e1 wider jeel cylinder, zr .reinfnnhl y der h Ying ii. mier iuelf wingnreinherS 'en eppoeite fides :unid eylinder spaced frein he ivner ineke?? wend fer detnehahly eenneetingr mid easing i., nihers will smid re- Inrn'nlile heed, seid ln ernied to leere n. :space r A er, end being Alernnd n'iin par 1 d Sperre e1;- tending lider-lilly, .ernst from seid cylinder freni the eyliik der tl'nough Suid spaces and passages, hy nurking snhetantially e quarer "turn, Valve Seats formed in Seid passages, und valves adapted to cenet with Seid Seat-e.

In an engine, a. cylinder, fr crank Shaft below the cylinder, :1 Crunk case therefor, zr pair of valves adjacent to the upper end of seid cylinder, valve operating mechanism arranged alongside Seid cylinder above Said ernnk ense, inelnding n einn shaft having n (fum thereon, n third slnlft, :i sleeve 0n snid third sli:1l't,nn nrni on said sleeve arranged in operative relation with Huid (nin, :rnd a pnir ef nrnis en said sleeve, connected re- Spertirely with said Varli'e.

il. In e device of the class described, :if

plurality ef engine Cylinderb', :L ernnk shaft l'ielow -the cylinders, zr crunk ense therefor, emnpnrtinents arranged nlnngnide said Cylinders allow. .Suid ernnl; Shaft and crunk ease, pairs er' vulves nrrnnged on opposite Sides of euch eylinder, ndincent te the upper end thereof, e vulve 0p(.\r:\ling nieelnrnism in euch nl' enid ceinpnrlinents, including u cam shaft having canne therenn, n rocker nrln shaft, e sleeve en said rocker :ri-in shaft Jfor euch cylinder, un zrrni en ezufh sleeve, operatively eenneeted with one of Suid eznns, und pairs of urine en eheh sleeve operatively eenneeled with l'he ndjneent pnir of vulves. Dee llwirrs, lon'n, Jnnnnry 25, 1917,

ANTHONY J. Mn'rz. 

